Pump



J. 1-7, 1939. ATMACE 2,144,411

Filed Dec. 24,' 1956 ATTORNEYJ,

'Patented .1.11.17, 1939 i 1 UNlTED .STATES PATENT OFFICE PUMP Arthur T. Mace; East cleveland, ohio, assignmto The Radiart Corporation, East Cleveland, Ohio, a corporation of Ohio Application December Z4, 1936, Serial No. 117,482

5 Claims. (Cl. 103 2) This invention relates to an improvedv pump designed to facilitate the use of hot water heaters in automobiles. The device may, however, be employed wherever a pump is needed employheating efllciency varies with the-speed ofthev vehicle,

It thus follows that when the vehicle is traveling at a comparatively low rate yof speed, as in the usual city tr'alc, the amount of liquid pumped Ithrough the device per unit time is much less than in country driving at high speeds. Thus .much less heat is radiated in city driving thanin country travel.l 'I'he result is that in city driving in cold weather anv automobile has often been .cold and uncomfortable.

Automobiles as delivered generally have a 2,. thermostatv to control .the circulation of liquid o through the engine and which stays closed at the' time of starting until the engine block is thoroughlywarmed.. I

In one make of automobile for instance..this

thermostat ordinarily opens at140 F. and continues to stay open because the motor normally operates at approximately 165 F. When a` heater is installed in this system the liquid fed thereto does not exceed the operating temperathe vamount of liquid circulated is notrsumcient to radiate the required number of heat units to the interior of the car.

Since not enough liquid at this temperature 40 flows through the heater, thermostats have been substituted for those furnished with the car to maintain the' engine at a temperature of approx'- imately 180 F. in order that enough heat units car heater which operates in conjunction with the ingtwo outlets, through both'of which a given.

` aforementioned ture of and because of low pump capacity v motor cooling system and acts to supply the requisite amount of heat units to the heater for radiation to the car interior, and at the same time permitsl the engine to be operated at the temperature for which it is designed.

A further object has been to accomplish this by the use of an improved liquid pump for circulating the liquid to the engine andto the heater in proper proportion to cause 'satisfactory operation of both at all'speeds. l0 An additional vobject of my invention has been to design a pump with an impeller unit and an associated orifice for feeding liquid from the impeller, pastthe orifice to the radiator at a predetermined rate in such manner that a proper 15 distributionis effected with respect to 4the percentage of liquid circulated through the engine and the' percentage circulated through the heater.

`It has been a further object of my invention to provide mechanism for accomplishing the 20 result which is .compact and which occupies very little room and may be substituted'for the ordinary water pump supplied with the vehicle. 'In this connection it is necessary to incorporate minor changes of design to adapt the unit for different vehicles and, as 4will be apparent hereinafter, this may be done without departing from the spirit of my invention.

Referring now to the drawing:-

Fig. 1 is a vertical lengthwise section through 30 my improved type of pump;

Fig. 2 is a section at right angles to Fig. l, as indicated by the lines 2 2 thereon;

Fig. 3 is a fragmentaryend elevation of the device of Fig. l with the driving lpulley removed;

Fig. 4 is a section through the device as indicated by the line 4-4 of Fig. 3; and

Fig. 5 is a perspective showing the impeller in combination vwith the baille plates or flow equalizers. I 40 The pump is provided with a close-grained cast iron body Ill, which is shown in Fig. l as a roughly cylindrical central chamber I2 in which the vaned impeller rotates. Extending upwardly from the chamber I2 is a tubular outlet exten- 45 Asion I4 ',which, at its upper end, is shaped to provide a fitting for a radiatorhose connection and which acts a's the outlet for the pump. AThe inlet is at the left-hand end of the chamber i2, as shown in Fig. l, comprising a large central open- 50 ingf15 which actsto deliver cooling liquid to the pump impeller. Thepump shown is adapted for use on a V-type engine.

The outlet from the pump to the heater extends radially of the impeller axis and approxi- 55 to the periphery of the impeller-varies later tobe described. It will thus be seen that liquid forced from the vanes to the heater may be thrown off tangentially or at the point of greatest velocity. This has been found important in securing the requisite flow to the heater for satisfactory operation of the same.

The outlet pipe i4 as heretofore indicated is provided' with an oriflce for limiting'the amount of liquid fed to the radiator to the amount supplied by the pump designed and furnished with the car, as the total output of my pump is many times the capacity of the original cam pump. For the pump shown it. may be stated, as a guide to adapting my invention for other uses, that I have found an orifice approximately rectangular in shape which is 11A inches long and 1A: inch wide to be satisfactory. The orifice isformed by a pair of inwardly extending projections 26 in the body I0, as shown in Fig. 2. The projections 26 lie close to the periphery of the revolving impeller unit and extend inwardly from the side of the pipe I4 to provide sharply angular pockets on each side of the orifice and between the projections 26 and the impeller.

For the best results in operation of both the motor cooling system and the car heating systern it hasbeen found that the proportional crosssectional area between the orifice 25 and the heater outlet I8 should be between three and five to one. The preferred ratio is three and three-fourths to one, in which the orifice 25 is' I run cold. Reverse conditions result in the engine running too hot. An important part of my invention has been in determining the desired ratio to be employed.

A turbulent action is set up adjacent the oriflce due to these pockets which prevents the free flow of liquid through the orifice. As the speed of the impeller increases, the turbulence in'- creases. The result is that at high speeds the amount of liquid pumped to the radiator is in proper proportion to the speed. Thus the engine may be cooled at high speeds without pumping so much water through the system that it backs up in the radiator core and passes outV the overflow pipe.

The outlet pipe with which this size of orice has been used will be seen from the drawing to be roughly rectangular in cross-section adjacent the pump chamber and having the long dimension substantially equal to the diameter of the impeller unit and a short dimension substantially equal to the length of the unit. For purpose of comparison of the size of orifice mentioned above, the aforesaid long dimension in the pump herein described 'isi approximately 1% inches in length and the short dimension approximately 1% inches in length, the same-being 2,144,411 mately 90 from the outlet pipe I4. As shown used with a pump chamber about 2% inches in diameter. v

An impeller 30 comprising a hollow cylindrical shell carries the impeller vanes 32. These vanes, of which there are three, are equidistantly spaced from the periphery of the impeller and at an angle of approximately 50 to the. central impeller axis. The cylindrical portion of the impeller 30 terminates at the end in a hub 34 which, as shown in Fig. 1, is keyed to a reduced diameter portion a of the shaft 35. Outside of the pump casing is a pulley 31, also iixedly"carried by the shaft 35 which, when driven by a V-belt, operates the pump.

Pumppacking between the shaft 35 and the exterior of the pump is provided. As shown 1n Fig. 2, a plurality of slots 38 are placed on the A inside oi' the impeller 30 and extend axially thereof. A packing seal 40 rides on the shaft 35 and bears against a hub 39 of the pump casing l0. A second packing seal member 42 lies behind the seal 40 and occupies the vrecesses 38, insuring its rotation with the impeller. 'I'he seals are urged together and against the hub 39 by a suitable spring 43, which at its other end presses against a radial face of the impeller, thus effectively sealing the pump where the shaft rides in the hub 39.

The shaft 35 as heretofore mentioned, is carried in the journal 39 which cooperates with an outwardly projecting hub 45 to further support the shaft and provide an abutment for the pulley 31 to prevent axial movement of the rotating parts. A chamber 4l is positioned between these two hubs and may be filled through anopening 48 with grease to lubricate the shaft. The pulley is belt driven from the engine and its speed controlled thereby.

'Ihe entire unit iscarried by the motor block and is secured thereto by suitable screws pass' -ingthrough the holes 49 in the flange 50 adjacentlthe pump inlet I5.

In operation, due to the .unique construction of the pump, at the time the engine is started and operated at a comparatively slow rate, a large amount of liquid is circulated to the heater and a normal amount to the engine, sufliclent not only to cool the latter but to adequately heat the interior of the car. Thecurved bottom of the outlet I6. entering the chamber tangentially to the impeller periphery, insures a constant and smooth flow oi liquid to the heater. The orifice 25, on the other hand, limits the amount of liquid fed to the motor to aid in ,warming the same to operating temperature although at all times a suflicient quantity is fed to adequately. cool the engine. As the engine speed is increased the amount of liquid fed to the heater continues to thoroughly warm the car, while the amount fed.

to the radiator cools the car without pumping such an excess of water that much of it backs up at the radiator 'core and goes out the overflow pipe. 'I'he rate of flow to the radiator is eectively controlled by the ori'ce 25 in connection with the angular pockets on the impeller side of the same.4

It will be seen from the foregoing description that I have provided a novel automobile pump unit having a main andan auxiliary discharge opening and that,as shown in Fig. 5, I have pro vided an impeller and-orifice construction which causes the pump to eiectively cool the engine and at the same time heat the interior of the car at all times through the medium of the heater.

let to said chamber and a pair of outlets from said chamber both extending radially of the impeller axis, one of said outlets providing a consaid outlets leading and merging with or crosswire dimension nection to a heat radiating device, the other of to apparatus to be cooled, said cooling outlet merging with the pump chamber in a portion having cross-sectional dimensions substantially equal to the axial length of an impeller vane and the diameter oi the im.- peller unit, a pair of plates extending inwardly from the sides of said cooling outlet to provide a rectangular orifice therein with the long di.

mension substantially equal to the axial length ofan impeller vane and a widthsubstantially less than the diameter of the impeller, said projections being at on the side facing the impeller the outlet wall at substantially thereto to provide angular pockets right angles orifice and adjacent the path on each side of the `of-the vanes.

2. A pump for circulating cooling fluid through an automobile engine and automobile heaterv comprising `.a substantially cylindrical pump chamber, an inlet to said chamber and a pair of outlets from said chamber, one of said outlets providing a' heater connection, the other motor connection, a vaned impeller rotatably carried in said chamber. said motor outlet leading from the chamber in a portion having a long. dimension substantially equal to the diameter of the impeller and a short dimension substantially equal vto the length ofthe impeller, projections extending' inwardly fromsaid' motor outlet and adjacent the path of the' outer edge of the rotating vanes tol provide a rectangular orifice having 1a long ldimension equal to the short or axially extending dimension ofthe motor outlet, and ashort dimension of approximately one-fourth of the lon'g of the motor outlet, said projections being flat on the side facing the-impeller and merging'with the outlet walls at sub. stantially right langles thereto to provide angular pockets 'on each side of the i jacent the impeller unit adjacent the impeller unit of -to the bottom of the of said outlets providing amotor connection, an

`impeller rotatably 'carried plurality of vanes carried by .angle to a lwardly @nase ma adn jacent the path of the vanes, said outlet then leading upwardly past the orifice and terminating in a radiator hose connection portion.

3 In a device of the class described, a pump chamber. a rotatable fluid pressure creating element in said chamber, an inlet opening to said chamber, a rst outlet opening from said chamber extending radially of the impeller axis and a second outlet opening also extending radially of the impeller axis having a cross-sectional area defined substantially by the length of the im-l peller and the diameter thereof, and a portion of restricted cross-section in said second outlet adof such size that the ratio between its cross-sectional area and the cross-sectional area of the flrst'outlet is between. three to one and ve to one.

4. In a device of the class described, a pump chamber, a rotatable uid pressure creating element in said chamber, an inletl opening to said chamber, a first outlet opening from said chamber extending radially of the impeller axis and a second outlet 4opening also extending radially of the impeller and having a cross-'sectional area dened substantially by. the length of the impeller and of restricted cross-section in said second outlet such size that the ratio between its cross-sectional area andthe cross-sectional area of the rst outlet is approxrimately three and three quarters to one.

the 'chamber at a point substantially tangential chamber wall, the other in said chamber, a said impeller at an plane through the impeller axis in excess of 30, 'said motor outlet leading from the chamber in a portion having a substantially uniform diameter, and projections extending infrom said motor outlet and adjacent the path of the outer edge of the rotating vanas to provide an oriflcefsaid projections being flat on the side facing; the impeller and merzins with the outlet wall at substantially right-anales theretotoprovideangularpocketsoneachsideofthe oriflceandadjwentthepathofthevanes.

the diameter thereof, and a portion providing 'a heater connection and merging with 

